JP2005528286A - Bumper with integrated energy absorber and beam - Google Patents

Abstract

The bumper system includes a tubular beam having a flat end portion and further includes an energy absorber having a rear recess for receptively receiving the tubular beam in a telescoping relationship, the recess engaging a flat end portion. A matching surface is also provided. A mount engages the back of the flat end portion and fasteners secure the tubular beam and energy absorber to the mount. In one modified bumper system, the corner portion of the energy absorber is shaped to slip and engage the side of the mount and simultaneously the end of the beam in the event of a vehicle corner collision. In another modified bumper system, the offset end of the tubular beam fits into a recess in the energy absorber and its central portion is between the vehicle mounts.

Description

[background]
The present invention relates to a vehicle bumper system, and more particularly to a bumper system having an integrated energy absorber and beam, a novel beam structure having a shape that can be engaged with a fitting energy absorber, a trailer, and the like. It relates to a bumper with an adapted hitch.

  A bumper system that uses an integrated energy absorber and bumper beam structure to improve the assembly of the bumper system to the vehicle, minimize the total number and type of mechanical fasteners, and simplify tooling Is desired. In particular, it is desirable to provide a structure that allows the beam and energy absorber to be assembled on a line off the main vehicle assembly line into an integral subassembly and then handled as an integral part when mounted on the vehicle. It is also desirable to attach the fascia to its subassembly and to attach other parts such as headlights, grills and other functional and decorative parts integrally to the subassembly. At the same time, enhanced crash durability and energy absorption remain the priority items in the bumper system, so preferably any subassembly should not damage them.

  In addition to the above, many vehicle manufacturers and some insurance groups and government agencies are pushing ahead with bumper systems that improve pedestrian safety as well as improving vehicle crash safety. Lower initial energy absorption rates and longer bumper strokes may meet these requirements, but as a result, they are physically larger than current bumper systems and packaged and transported to the front of the vehicle It will be an energy absorber that is not easy to do. Therefore, a new integrated bumper system is desired to handle conflicting functional and structural requirements.

  Improvement is also desired in the rear bumper system of the vehicle. In particular, vehicle manufacturers are increasingly focusing on energy absorbers for rear bumper systems that are similar in shape and function to the energy absorbers for front bumper systems. However, the energy absorber of such a rear bumper system must be incorporated into the bumper system without adversely affecting other functional and aesthetic requirements of the rear of the vehicle. For example, many rear bumper systems have steps and / or are adapted to support a ball hitch for pulling a trailer. Vehicles, especially multi-purpose vehicles and truck rear bumpers, are often adapted to hitches for pulling trailers. In order to reduce the number of parts and provide a more compact structure, a hitch support structure is often incorporated into the bumper. In a stamped bumper, the hitch support structure is only pressed into the bumper beam when the bumper part is manufactured, and an auxiliary reinforcement is added. However, with roll-formed tubular bumper beams, the roll forming operation is generally not prepared to incorporate a pressing operation, and is therefore more problematic. Furthermore, the tubular beam often uses high strength materials, so it is not very easy to form a hitch support structure on the tubular beam. Further, in the hitch support structure, when it is difficult to support the inside of the tube, the side wall of the material needs to be cut and molded. This makes it difficult, if not impossible, to shape the wall exactly as desired.

  Sometimes the traction strength of the hitch support structure is more limited than desired. In particular, a class II hitch must be able to support a tongue weight of 159 kg (350 lbs.) And must be able to pull a weight of 1588 kg (3500 lbs.), While a class III hitch is 227 kg (500 lbs.). .) Tongue weight must be able to be supported and a weight of 2268 kg (5000 lbs.) Must be towable. The differences between the two hitch classes are quite large and structures that need to pass the stricter Class III standard are not easily achieved without substantial cost, weight, and vehicle built-in structures.

  Therefore, a bumper system that solves the above problems and has the above advantages is desired.

[Summary of Invention]
In one aspect of the invention, the bumper system comprises a metal tubular beam, a polymeric energy absorber, a mount and a fastener. The metal tubular beam has front and rear walls and upper and lower walls, and the front and rear walls are reshaped at the ends of the tubular beam to form end portions. The polymeric energy absorber has a rear surface provided with a recess for removably receiving a tubular beam. The recess has a mating flat surface that engages the front of the end portion. The energy absorber is configured to collapse and absorb the collision energy before the tubular beam is crushed. The mount engages the rear of the outer end of the end portion. The energy absorber has an enlarged corner portion that extends outside the mount and outside the outer end of the beam, thereby providing a collision structure at the corner of the vehicle outside the beam and mount. A fastener secures the tubular beam and energy absorber to the mount.

  In another aspect of the present invention, a vehicle bumper system includes a metal beam, an integrated polymeric energy absorber, a mount and a fastener. The metal beam has front and back and upper and lower walls that define a tubular central portion and have end portions. The monolithic polymeric energy absorber has a rearward recess that removably receives the tubular central portion, and an absorber central portion having portions that engage the front and top and bottom walls. The integrated polymer energy absorber further includes a corner portion provided with an inner surface at a position close to the outer end portion of the end portion of the beam. The energy absorber is configured to collapse and absorb the collision energy before the tubular beam is crushed. The mount engages the back of the end portion. The inner surface of the corner portion is in a position to engage the outer end of the beam at the time of a vehicle corner collision and simultaneously engage the outer surface of the mount. A fastener secures the tubular beam and energy absorber to the mount.

  In yet another aspect of the present invention, a bumper system for a vehicle having a passenger cabin is provided. The bumper system comprises a tubular bumper beam, an energy absorber and a mount. The tubular bumper beam has a central portion, end portions, and a bent interconnect portion that interconnects each end portion to the end of the central portion. The central portion is at least 25% of the length of the bumper beam and defines a longitudinal main centerline. The end portions define auxiliary centerlines that are at least 15% of their length, each extending parallel to the main centerline. The energy absorber has at least one recess shaped to receive a portion of the tubular bumper beam, and the energy absorber is configured to collapse and absorb impact energy before the tubular beam is collapsed. The mount is adapted to be attached to the vehicle and is attached to the end portion. When in the vehicle mounting position, the auxiliary center line is separated from the main center line in the horizontal direction, and the center portion is located between the mounts and closer to the passenger compartment than the end portion. The energy absorber has an enlarged corner portion that extends outside the mount and outside the outer end of the beam, thereby providing a collision structure at the corner of the vehicle outside the beam and mount.

  The advantage of this bumper beam is that a portion of the conventional front end support structure can be simplified or eliminated. For example, the bumper system of the present invention can have an energy absorber having a portion that supports a front facia in a region in front of the vehicle bonnet. This can, for example, eliminate the fascia support struts, eliminate the forward extending flange on the radiator lateral struts, reduce the strength requirements on the radiator lateral struts, and / or relate to the front end panel of the vehicle. By eliminating or reducing the strength requirement, the vehicle front end support structure can be simplified.

  In one aspect of the invention, a bumper system includes a tubular bumper beam and a hitch support bracket having a reversing portion that fits downwardly on the tubular bumper beam. The hitch support bracket further includes a second portion extending laterally and provided with a hole, and the second portion is shaped to support a ball hitch for pulling the trailer.

  In another aspect of the invention, a bumper system for a vehicle includes a tubular bumper beam having a central portion, end portions, and a bent interconnect portion interconnecting each end portion to the end of the central portion. The central portion is at least 25% of the length of the bumper beam and defines a longitudinal main centerline. The end portions define auxiliary centerlines that are at least 15% of their length, each extending parallel to the main centerline. The energy absorber has at least one recess shaped to receive a portion of the tubular bumper beam. Mounts adapted to be mounted on the vehicle are mounted on the end portions. When in the vehicle mounting position, the auxiliary centerline is horizontally away from the main centerline.

  In another aspect of the invention, a bumper system for a vehicle has a surface and a beam having a mount adapted to be attached to a vehicle frame and an end portion located outside the end of the beam. And an energy absorber that engages. The energy absorber is formed of a structural engineering polymeric material and the end portion has a flat top surface for forming a step outside the end of the beam.

  In yet another aspect of the invention, a bumper beam for a vehicle is formed of a structural engineering polymeric material having a surface and having a mounting structure adapted to be mounted to a vehicle frame and engaging the surface. Energy absorber. The energy absorber includes a honeycomb structure for absorbing energy at the time of a vehicle collision, and further includes an accessory mounting structure for mounting and supporting an accessory on the energy absorber.

  These and other aspects, objects and features of the present invention will be understood and apparent by those skilled in the art upon review of the following description, claims and accompanying drawings.

  The bumper system 20 (FIG. 1) includes a beam 21 having a tubular central portion 28 and flat end portions 23 and 24 and a shaped energy absorber 22 adapted to receive the beam 21 in a telescoping manner, thereby being integrated. And a molded energy absorber 22 that forms an integral subassembly that can be handled as a part and assembled to a vehicle. Flat end portions 23 and 24 form vertically expanded attachment members or “hands” at each end of beam 21 that engage mating flat surfaces on energy absorber 22. A mount 26 is engaged in contact with the rear of the flat end portions 23 and 24, and a fastener 27 is inserted through the energy absorber 22 and the flat end portions 23 and 24, thereby causing the tubular beam 21 and energy absorption. The body 22 is fixed to the mount 26. The term “mount” as used herein is considered to include rails extending from a vehicle frame or similar structural frame member.

  Beam 21 (FIG. 1) is described in sufficient detail below to enable those skilled in the art to understand the present invention. However, if further explanation is desired, the reader is required to read US patent application Ser. No. 09 / 822,658, filed Nov. 1, 2001, entitled “METHOD OF FORMING A ONE-PIECE TUBULAR BEAM”; US Patent Application No. 09 / 904,066 entitled “ROLLFORMED AND STAMPED DOOR BEAM” filed on May 30, and US Patent entitled “METHOD OF ROLLFORMING AN AUTOMOTIVE BUMPER” granted on March 3, 1992 Note No. 5,092,512. Different vehicle mounts can be used with the present invention. The mount shown in FIG. 2 is described in sufficient detail below so that those skilled in the art can understand it. However, if further explanation is desired, the reader should note US patent application Ser. No. 09 / 964,914 filed Sep. 27, 2001 and entitled “BUMPER CRUSH TOWER WITH RINGS OF VARIED STRENGTH”.

  The beam 21 (FIG. 2) has a tubular central portion 28 having a square cross section defined by front and rear and upper and lower walls. The beam 21 is rolled into the desired tube shape, welded along a weld bead 29 located in the center of the rear wall, and then pushed into a curved shape that matches the front end (or rear end) of the selected model vehicle. Stretched. Note that different cross-sections can be used if desired. The weld bead 29 ends before the end of the beam 21 and approximately 152-203 mm (6-8 inches) of the end of the wall is reshaped to “open” to a relatively coplanar flat state, Thereby, flat end portions 23 and 24 are formed. A flat pattern of holes 30 is formed in the flat end portions 23 and 24 corresponding to the mounting holes in the mount 26.

  The energy absorber 22 (FIG. 2) has an injection molded member formed from a suitable non-foamed polymeric material, such as a xenoi material, that has good properties for absorbing energy upon impact. The non-foamed material substantially forms the structure of the energy absorber 22 including the box-shaped portion 33, and these box-shaped portions 33 are used to improve the collision characteristics along the rail 34 as will be described later. Molded in a strategic position. The box-shaped portion 33 has a vertical side wall 33 'and an upper and lower wall 33 ", which are combined with a front wall 39' to form a hollow internal cavity.

  The central portion of the energy absorber has horizontal upper and lower rails 34 and 35, both of which have a rearward U-shaped cross section. Upper rail 34 defines the majority of rearwardly facing recess 25 (FIG. 4), which has a shape that closely receives the central tubular portion of beam 21. The box-shaped part 33 is formed on the upper rail 34 on the front, front, and lower surfaces at strategic positions along the length direction. Two such portions 33 are shown, but the number used can be increased or decreased. The portion 33 provides the bumper system 20 with improved energy absorption characteristics, and the portion 33 has a top surface that is shaped to support the vehicle front fascia 36, which is generally less rigid or Or a TPO material that needs to be supported against gravity.

  The energy absorber 22 (FIG. 2) also has a mounting portion 38 that forms an integral crush box above the mount 26 at each end location of the central portion 28. Each of the attachment portions 38 (FIG. 3) includes a rectangular ring-shaped flat outer front wall 39 and a rear extending wall 40 in the form of an open “C” extending rearwardly from the front wall 39; A right-angle ring-shaped flat rear wall 41 extending from the rear extension wall 40, a front extension wall 42 having a rectangular tube shape extending forward from the rear wall 41, and extending from the front extension wall 42. It has a rectangular ring-shaped flat inner front wall 43 and an internal reinforcing flange 44 extending rearward from the inner front wall 43. Additional reinforcement webs can be extended between the rear extension wall 40 and the front extension wall 42 as required for the stiffness and structure of the energy absorber 22. A plurality of leg portions 35 ′ extend below the lower rail 35 in order to support the bottom portion of the TPO facia in the front portion of the vehicle.

  The flat end portion 23 (and 24) (FIG. 3) has a flat front face that fitably engages the flat rear face of the flat rear wall 41. Mount 26 includes a tubular portion 47 (eg, a crushing tower for optimal energy absorption in a frontal collision), a rear plate shaped to be coupled to a vehicle, eg, a vehicle frame member, and an end portion 23 (and 24). And a front plate 49 shaped to engage with the flat rear surface of the flat plate. Fasteners such as bolts 50 are inserted through the alignment holes in the flat rear wall 41, the flat end portion 23 (and 24) and the front plate 49. It should be noted that the tubular portion (ie, the central portion 28) of the beam 21 extends to the front of the mount 26 (see FIG. 5), and for the reasons described below, the flat end portion 23 (and 24). Extends only to the outer edge of the mount 26.

  The energy absorber 22 has a corner portion 52 (FIGS. 2 and 5) that extends between the front wall 53 with openings, the rear wall 54 with openings, and the front and rear walls 52 and 53 for structural support. The existing reinforcing wall 55 is provided. The front wall 53 curves backward at the outer edge portion to form an aerodynamic shape at the front portion of the vehicle fender. Further, the reinforcing wall 55 has an upper wall 56 that is shaped to structurally support a portion of the RRIM facia front fender region. The corner portion 52 also includes a tubular canister portion 57 and a canister mounting structure 58 for adjustably securing and supporting the fog lamp assembly 59 (and / or the turn signal assembly).

  As shown in FIG. 5, the corner portion (s) 52 has a rear extension box portion 60 located outside the mount 26 and near the end of the flat end portion 23 (and 24). During a corner collision with the object 61, forces are transmitted along the lines 62 and 63 to the corner portion 52. The inclined force 63 is directed diagonally toward the side of the mount 26 through the box portion 60. The tilting force causes the corner portion 52 to bend backwards in the direction 64 and slide slightly back along the line 64 ′ on the mount 26 (depending on the magnitude of the force 63). By this operation, the tilting force is easily reduced, and the object 61 is likely to jump off the vehicle bumper system 20 to the side.

  When the object 66 collides with the mount 26 in a straight line in a frontal collision, a force 67 is transmitted directly to the mount 26 so that the mount 26 can absorb the force in a nested manner like its traditional structure. (I.e., the force is linear and the tubular portion 47 can collapse in a telescopic manner and collapse predictably). When the bumper system 20 receives an impact in the central region between the mounts 26, the impact is transmitted into the mount 26 mainly linearly due to the strength of the beam 21. However, this beam 21 can cause some bending depending on the width of the collision area on the bumper system 20 and to what extent it is perfectly close to the center of the bumper system 20. Please keep in mind.

  In the modified bumper system 20A (FIGS. 6-8), a beam 21A similar to the beam 21 is provided, and a “longer stroke” energy absorber 22A is attached to the surface. The energy absorber 22A has upper and lower U-shaped rails 34A and 35A opened rearward. The rails 34A and 35A are connected by a vertical web 65A extending in the front-rear direction and a rear wall 66A extending across the back side of the energy absorber 22A. Flanges 67A and 68A extend rearward from the rear wall 66A. Flanges 67A and 68A engage and cover the upper and lower walls of beam 21A, and fingers 67A ′ and snap lock onto beam 21A to temporarily secure energy absorber 22A to beam 21A and 68A ′. In the energy absorber 22A, the corner portion 52A also forms a mounting portion of the energy absorber 22A. Specifically, the corner portion 52A has a flat rear wall 70A and a vertical wall 71A that forms a box around the flat rear wall 70A. End portion 23A (and 24A) of beam 21A engages the rear surface of flat rear wall 70A, and fasteners (eg, bolts) are mounted to flat rear wall 70A, flat portion 23A (and 24A) and to it. (26) is inserted through the alignment hole of the front plate.

  The rear “root” portion 72A of the inner walls of the rails 34A and 35A is slightly offset from the flanges 67A and 68A (FIG. 8), and is also offset from the upper and lower walls corresponding to the beam 21A. During a frontal collision, the rails 34A and 35A are pushed backward. Because the beam 21A is rigid, this causes the “root” portion 72A of the energy absorber 22A to buckle and fold over one another to overlap the flanges 67A and 68A, as indicated by arrow 73A. The result is a much more predictable and “softer” collision. When the energy absorber 22A is completely crushed, the force from the impact is transmitted directly to the beam 21A and the force curve for deflection increases dramatically compared to the initial force curve for deflection. .

  The bumper system 20B (FIG. 9) is similar to the bumper system 20A (FIGS. 6 and 7), but in the system 20B, the beam 21B is U-shaped (ie, not tubular), and further the energy absorber 22B Insert molded in the center. In the bumper system 20B, the beam 21B has a plurality of openings or holes so that the plastic material of the energy absorber can flow through and entangle with the metal beam 21B, thereby providing good adhesion. , Delamination is prevented. Note that the openings 75B may reduce the bending strength of the beam 21B depending on their location. The illustrated opening 75B is disposed only on the vertical flange 76B of the beam 21B, so that it does not significantly affect the bending strength in a direction parallel to the impact force. However, in some specific vehicle applications, the location and shape of opening 75B may be desirable by assisting in stress distribution and removal.

  The strength of the tubular portion of beam 21B (or beam 21A or 21) is greatly increased by pressing an internal energy absorber into the tubular portion, as shown in FIGS. 1 and 2, and FIGS. 10 and 11. Note that it can be increased to Internal energy absorbers tend to reduce the tendency of the beam to be prematurely twisted or bent, resulting in a consistently higher and more predictable absorbed energy during a collision.

  The bumper system 20C (FIGS. 10 and 11) is configured to be used as a rear bumper for a vehicle such as a sports multipurpose vehicle or truck. The bumper system 20C includes a beam 21C and an energy absorber 22C in which a recess for receiving the beam 21C is provided on the surface on the vehicle side. For aesthetic reasons, a TPO plastic fascia (not specifically shown) covers the beam 21C and the energy absorber 22C. The beam 21C can be tubular and / or hydraulically formed by roll forming or pressing and welding. Its cross section can be rectangular, circular or other shapes, but it is considered that the beam is tubular in order to obtain an optimal torsional strength to weight ratio. The illustrated beam 21C is bent and has aligned opposed end portions 100 and 101, offset intermediate portions 102, and transition portions 103 and 104 connecting the end portions 100 and 101 to the intermediate portion 102. The end portions 100 and 101 of the beam 21C are aligned to define a first centerline 103, and the intermediate portion 102 defines a second centerline 104 that is horizontally spaced from the first centerline 103. In the illustrated beam 21C, the first center line 103 is arranged at an interval toward the vehicle to which the beam 21C is attached. However, individually, if it is convenient, it is conceivable that the first center line 103 can be arranged rearward from the vehicle. Preferably, the entire length of the upper and lower walls 105 and 106 is maintained parallel to the horizontal plane, so that the transition portions 103 and 104 are bent so as to provide good strength in the horizontal direction parallel to the collision force during vehicle collision Is done. Conveniently, as described below, the offset placement of the intermediate portion 102 provides a step and / or traction hitch and ball. At the same time, the shape of the beam 21C maintains a strong “foundation” for the bumper system 20C. Specifically, the mount 26C is welded or fastened to the end portions 100 and 101, and the displaced intermediate portion 102 is located on the same horizontal plane as the mount 26C, but is displaced toward (or away from) the vehicle. ing. Preferably, end portions 100 and 101 are each about 15% to 20% of the beam length, and middle middle portion 102 is about 25% to 30% of the beam length. These lengths provide an optimal mounting area on the end portions 100 and 101 to allow the end portions 100 and 101 to be accurately positioned in alignment while providing sufficient space on the hitch side of the intermediate portion 102. And provides the exact dimensional position of the intermediate portion 102. However, the dimensions may vary depending on the functional and structural requirements of the bumper system.

  The energy absorber 22C has an L-shaped intermediate portion 109 that defines a step, opposing transition portions 110 and 111 that form the sides of the step, and corner portions 112 and 113 that form the corners of the vehicle. Facia covers the energy absorber 22C and is supported by the energy absorber 22C. On the vehicle side of the energy absorber 22C, a recess 115 for receiving the beam 21C so as to be fitted is provided, and a recess portion for receiving the intermediate portion 102 of the beam 21C together with the bracket 126 is provided on the rear side of the intermediate portion 109. (See FIG. 12). The energy absorber 22C further has a recess portion on the back side of the transition and corner portions 110-113 for receiving the transition and end portions of the beam 21C, respectively. This forms a support structure that transmits both the load to the beam 21C by supporting both the step and absorbing the energy from the collision. It should be noted that it results in a corner step structure having a flat top surface that extends beyond its length at a position outside the beam 21C (see region B in FIG. 10). This structure provides good corner impact strength and provides a step located at the outer corner of the vehicle. This structure further reduces the cost of low-speed rear impact by providing a structure that is durable and less prone to dents, scratches and corrosion than conventional pressed back step bumpers.

  More specifically, the L-shaped intermediate portion 109 (FIGS. 12 and 13) has a horizontal leg 117 and an upstanding leg 118. Openings are formed in the legs 117 and 118 to reduce weight and improve formability. Corner portions 112 and 113 are mirror images of each other, so only corner portion 112 need be described for the understanding of those skilled in the art. Corner portion 112 is similar to the corner portion described above with respect to energy absorber 22C. The corner portion 112 extends between the outer “front” wall 120, the inner “rear” wall 121, and these walls 120 and 121 and is honeycomb-shaped optimized for energy absorption and stress distribution during vehicle crashes. And a reinforcing wall 122 forming a structure. Depending on the functional and structural requirements, the individual structure of the walls 120-122 can be varied. For example, the walls 120-122 can be modified to provide a mounting location for accessories such as tail lights, turn signals, license plate lights. This structure provides a step support in region B (located outside the end of the metal tubular beam 21C). This structure also provides an integral multiple box crush cone at location A at each end of the energy absorber 22C. The crush cone at location A is generally aligned with the vehicle frame rail and handles well by reducing the load transmitted to the vehicle frame during a rear impact. The crush cone in region A has vertical parallel walls forming square tube portions 155-158 (ie, "nested boxes"), each of the continuous tube portions interconnected to the next one at the front or back wall 159. Has been.

  The illustrated energy absorber 22C (FIG. 10) is formed of an ABS / PC blend (eg, Xenoy® from General Electric Co, or a structural engineering plastic such as a PC / PBT blend. Of these materials. For strength, the energy absorber 22C is fastened to the housing 160 that supports the electrical connector 161 adapted to connect to the trailer electrical connector plug and / or the lower flange of the rear end facia to support the facia on the vehicle. It may have a fascia support brace 162 adapted to be connected by a tool and / or an integrally formed accessory support structure such as a wire harness retainer The material of the energy absorber 22C may also bump the license plate. Receive screws to secure to system Other mechanisms such as a license plate support area having an opening boss to be inserted, an illumination housing for supporting the license plate illumination lamp, a cornering lamp, a vehicle exterior lamp, etc. can be incorporated into the energy absorber 22C.

  The bumper system 20C (FIGS. 12 and 13) includes a hitch and ball support device 125 described later. The hitch support bracket 126 has a U-shaped portion 127 that faces downward and engages the intermediate portion 102 of the beam 21C. A first leg 128 extends outwardly from the lower edge of the outer flange of the U-shaped portion 127 at a position substantially flush with the lower wall 106 of the beam 21C. A second leg 129 extends downward from the lower edge of the inner flange of the U-shaped portion 127 and, optionally, has a horizontal lip 130 that is perpendicular to the lower end. The support bracket 131 has a pair of spaced apart triangular side walls 133 that are welded in place with welds 134, and has a wide end under the lower wall 106 of the beam 21C, It is on the lip 130. The support bracket 131 optionally has a horizontal flange 132 connecting the side wall 133, the horizontal flange 132 abuts and supports the underside of the first leg 128 and / or the bracket 126. It abuts on the leg portion 129. The support bracket 131 may have a hole AA that is sized to receive a safety chain hook, and the support bracket 131 provides sufficient support to meet safety chain load requirements.

  As shown in FIGS. 12 and 13, the hitch support tube 135 extends horizontally below the legs 128 of the support bracket 126. A radial surface flange 136 is provided at the outer end of the hitch support tube 135 to provide the support tube 135 with a non-sharp end. The inner end portion 137 of the hitch support tube 135 is inserted into the opening 138 of the second leg portion 129 extending downward, and the upper portion of the hitch tube 135 is engaged with the lower wall 106 of the beam 21C. The bottom of the tube 135 is engaged with the lip 130. The L-shaped retainer 140 is welded or bolted to the inner end 137 of the hitch support tube 135, and / or the retainer bolt is inserted through the hole 141 in the inner end 137, thereby causing the hitch tube 135 to pass through the beam 21C. The hitch support tube 135 is prevented from being pulled out of the vehicle. At the outer end, the bolt 142 is vertically inserted into the alignment holes 143 and 145 of the first leg 128 and the hitch support pipe 135, and a nut is screwed to the bolt 142. If desired, the alignment holes 143-145 can also directly accept the ball hitch 150 instead of the bolt 142, so that the ball hitch is positioned “on” the vehicle. This structure allows the ball hitch 150 to be attached directly to the leg 128 and used for class III traction. For example, referring to FIGS. 14 and 15, the hitch tube 135 is omitted and the ball hitch 150 is supported on the legs 128.

  12 and 13, the hitch bar 146 has an end that fits into the hitch support tube 135 and a second end that extends horizontally outward from the vehicle and is slightly lowered. Hitch bar 146 has a first hole that aligns with holes 143-145 to receive bolt 142 for fastening hitch bar 146 to hitch support tube 135. The hitch bar has a second hole 147 for receiving the threaded shaft 148 of the ball hitch 149. This places the ball hitch 149 behind the step of the bumper system 20C and in a slightly lower position, which is desirable in many traction situations.

  An important aspect of the novelty of this structure is that the hitch bar (146) is not required. As shown in FIGS. 14 and 15, class III or higher traction is possible away from the step bumper itself.

  Thus, the disclosed structure provides considerable torsional and tensile strength and can therefore be used for Class III traction without the use of additional connecting parts and brackets. In particular, a step bumper structure is provided that does not require a hitch tube (see FIGS. 14 and 15). Specifically, tests have shown that this structure is suitable for Class III traction requiring 227 kg (500 lbs.) Tongue weight support and 2268 kg (5,000 lbs.) Traction weight support. Of note, many conventional step bumpers that are Class II with a supported tongue weight limited to 159 kg (350 lbs.) And a supported traction weight limited to only 1588 kg (3500 lbs.). It is a higher class than the structure.

  It should be understood that changes and modifications may be made to the structure described above without departing from the inventive concept, and such a concept is not within the scope of the appended claims. It should be understood that the claims are intended to be included within the scope of the claims, unless explicitly stated otherwise.

1 is a perspective view of a bumper system embodying the present invention having an energy absorber and a tubular beam disposed in a rearward recess of the energy absorber with a flat end. FIG. FIG. 2 is an exploded view of FIG. 1. It is sectional drawing along the III-III line of FIG. It is sectional drawing along the IV-IV line of FIG. FIG. 2 is a schematic broken top view of the bumper system of FIG. 1. It is a disassembled perspective view of another bumper system which embodies the present invention. FIG. 7 is a perspective view of the bumper system of FIG. 6 with a portion of the energy absorber removed to better illustrate the energy absorber and beam engagement. It is sectional drawing along the VIII-VIII line of FIG. FIG. 9 is a cross-sectional view of an alternative bumper system similar to FIG. FIG. 10 is a cut-away perspective view of a perforated U-shaped beam shown in FIG. 9. 1 is a perspective view of a rear bumper system embodying the present invention. It is a disassembled perspective view of FIG. It is sectional drawing along the III-III line of FIG. FIG. 13 is an exploded view of FIG. 12. FIG. 13 is a sectional view similar to FIG. 12 of the modified bumper system. FIG. 15 is an exploded view of FIG. 14.

Claims (62)

A bumper system,
A metal tubular beam having front and back and upper and lower walls, wherein the front and rear walls are reshaped at the ends of the tubular beam to form end portions;
A polymeric energy absorber having a rear surface provided with a recess for removably receiving the tubular beam, the recess having a mating flat surface that engages the front of the end portion, the energy absorber A polymeric energy absorber configured to collapse and absorb collision energy before the tubular beam is collapsed;
A mount that engages a rear portion of the outer end portion of the end portion, wherein the energy absorber has an enlarged corner portion that extends outside the mount and outside the outer end portion of the beam. A mount, thereby providing a collision structure to the beam and a corner of the vehicle outside the mount;
A fastener for securing the tubular beam and the energy absorber to the mount;
Bumper system with   The bumper system of claim 1, wherein the mount includes a flat plate that engages a rear portion of the flat end portion.   The bumper system of claim 1, wherein the energy absorber has a rearward U-shaped portion made of non-foamed polymeric material that defines upper and lower portions of the recess.   4. The bumper system of claim 3, wherein the energy absorber has a foam material portion covering at least three sides of the rearward facing U-shaped portion.   The bumper system of claim 3, wherein the U-shaped portion defines a horizontal rail on the energy absorber.   The bumper system according to claim 1, wherein the energy absorber has a structure adapted to support a headlight device, and further has a through hole for allowing light from the headlight device to pass through. .   The bumper system of claim 1, wherein the fastener includes a shaft that passes through the energy absorber and the beam end and extends into the mount.   The energy absorber has a corner portion that forms at least one honeycomb structure for absorbing collision energy during a vehicle crash, the corner portion extending around and behind the end of the beam. The bumper system according to claim 1, wherein the bumper system is present.   The corner portion has a portion in a position proximate to the mount, the corner portion flexing during a corner collision oriented along a line inclined with respect to the longitudinal direction of the mount and the side portion of the mount And is configured to engage and squeeze during a frontal collision that is parallel to a longitudinal direction of the mount. The bumper system according to 8.   Each corner portion of the energy absorber has a flat upper wall and a reinforcing wall that supports the upper wall, and is adapted to structurally support a facia on the upper wall to cover the corner portion. The bumper system according to claim 8.   The bumper system according to claim 1, wherein the fastener includes a bolt. A bumper system for a vehicle,
A metal beam having front and back and upper and lower walls defining a tubular central portion and having end portions;
A rearward recess for releasably receiving the tubular central portion, and an absorber central portion having portions engaging the front and upper and lower walls, in a position proximate to an outer end of the end portion of the beam; An integrated polymer energy absorber further comprising a corner portion provided with an inner surface, wherein the integrated polymer energy absorber is configured to collapse and absorb collision energy before the tubular beam is crushed. When,
A mount that engages the rear of the end portion, wherein the inner surface of the corner portion engages the outer end of the beam during a vehicle corner collision and simultaneously engages the outer surface of the mount The mount in position,
A fastener for securing the tubular beam and the energy absorber to the mount;
Bumper system for vehicles with   The corner portion has a portion in a position proximate to the mount, the corner portion flexing during a corner collision oriented along a line inclined with respect to the longitudinal direction of the mount and the side portion of the mount And is configured to engage and squeeze during a frontal collision that is parallel to a longitudinal direction of the mount. 12. The bumper system according to 12.   The bumper system of claim 12, wherein the energy absorber has a rearward U-shaped portion made of non-foamed polymeric material that defines upper and lower portions of the recess.   15. The bumper system of claim 14, wherein the energy absorber has a foam material portion that covers at least three sides of the rearward facing U-shaped portion.   The bumper system of claim 14, wherein the U-shaped portion defines a horizontal rail on the energy absorber.   The bumper system according to claim 12, wherein the energy absorber has a structure adapted to support a headlight can and further has a through hole for allowing light from the headlight can to pass therethrough. .   The bumper system of claim 12, wherein the fastener has a shaft that extends through the energy absorber and the beam end into the mount.   The corner portion has a corner portion that forms at least one honeycomb-shaped structure for absorbing collision energy during a vehicle collision, the corner portion extending around and behind the end portion of the beam. The bumper system according to claim 12.   The bumper system according to claim 12, wherein the fastener includes a bolt.   The upper wall of the corner portion of the energy absorber includes a flat portion and a reinforcing wall, respectively, and is adapted to structurally support a facia on the upper wall to cover the corner portion. 12. The bumper system according to 12. A bumper system for a vehicle having a passenger cabin,
A tubular bumper beam having a central portion, end portions, and a bent interconnect portion interconnecting each end portion to an end of the central portion, wherein the central portion is at least 25% of the length of the bumper beam; A tubular bumper beam defining a longitudinal main centerline, each of the end portions defining an auxiliary centerline extending at least 15% of the length and extending parallel to the main centerline;
An energy absorber having at least one recess shaped to receive a portion of the tubular bumper beam, the energy absorber configured to collapse and absorb impact energy before the tubular beam is collapsed;
A mount adapted to be attached to a vehicle and attached to the end portion, wherein the auxiliary centerline is horizontally away from the main centerline when in the vehicle attachment position and the center The portion is located between the mounts and closer to the passenger compartment than the end portion, and the energy absorber extends outside the mount and outside the outer end of the beam. A mount having a corner portion of an enlarged structure, thereby providing a collision structure to the beam and a corner of the vehicle outside the mount;
Bumper system for vehicles with A bumper system,
A tubular bumper beam;
A hitch support bracket having a reversing portion shaped to be fitted downward on the tubular bumper beam and further comprising a second portion extending laterally and provided with a hole, said second portion pulling a trailer A bumper system comprising a hitch support bracket that is shaped to support a ball hitch for use.   24. The bumper system of claim 23, wherein the reversing portion is U-shaped and has a shape that spans the bumper beam.   25. The bumper system of claim 24, wherein the second portion has a panel that extends horizontally when in the vehicle mounting position.   The reversing portion has a long leg portion that extends downwardly below the height of the panel and further includes a hitch support tube that extends perpendicular to the bumper beam, and the hitch support tube includes the long leg portion. 26. The bumper system of claim 25, extending from a lower side of the bumper beam to further support the lower side of the panel.   27. The bumper system of claim 26, wherein the long leg has a lip at its free lower end and the hitch support tube has an end that rests on the lip.   The end of the hitch support tube is inserted through an opening in the long leg, and even if a considerable traction force acts on the hitch support tube, the hitch support tube is fastened to the bracket. 27. The bumper system of claim 26, having a retainer that penetrates the end on the back side of the long leg.   27. The bumper system of claim 26, wherein the panel and the hitch support tube have alignment holes shaped to receive a ball hitch shaft.   A support bracket is provided on the lower side of the hitch support bracket and engages the long leg and the panel, and the support bracket supports the panel in a horizontal direction with respect to the hitch support bracket. 27. The bumper system of claim 26, wherein the bumper system is shaped and has a hole that is shaped to provide a mounting point that is strong enough to engage and support the safety chain.   24. The bumper system of claim 23, comprising an energy absorber that substantially covers the beam and the hitch support bracket and extends outside an end of the beam.   The bumper beam has a central portion, end portions, and a bent interconnect portion interconnecting each end portion to an end of the central portion, the central portion being at least 25% of the length of the bumper beam; 24. The bumper system of claim 23, wherein the bumper system defines a longitudinal main centerline, wherein each of the end portions defines an auxiliary centerline that extends at least 15% of the length and extends parallel to the main centerline.   33. The bumper system of claim 32, comprising a mount attached to the end portion of the bumper beam, wherein the auxiliary centerline is horizontally separated from the main centerline when in a vehicle attachment position.   34. The bumper system of claim 33, comprising an energy absorber disposed on a surface of the bumper beam, wherein at least a portion of the hitch support bracket is located below the center of the energy absorber. A bumper system for a vehicle,
A tubular bumper beam having a central portion, end portions, and a bent interconnect portion interconnecting each end portion to an end of the central portion, wherein the central portion is at least 25% of the length of the bumper beam; A tubular bumper beam defining a longitudinal main centerline, each of the end portions defining an auxiliary centerline extending at least 15% of the length and extending parallel to the main centerline;
An energy absorber having at least one recess shaped to receive a portion of the tubular bumper beam;
A mount adapted to be attached to a vehicle and attached to said end portion, wherein said auxiliary centerline is horizontally spaced from said main centerline when in a vehicle attachment position; ,
Bumper system for vehicles with   36. The bumper system of claim 35, wherein the central portion is in a portion between the mounts and is further from the passenger cabin than the end portion. A bumper beam for a vehicle,
A beam having a surface and a mount adapted to be attached to a vehicle frame;
An energy absorber engaging the surface having an end portion located outside the end of the beam, the energy absorber being formed of a structural engineering polymer material, the end portion being formed of the beam; A bumper beam for a vehicle having a flat upper surface for forming a step outside the end of the vehicle.   38. A bumper beam according to claim 37, wherein the beam comprises a tubular beam. A bumper beam for a vehicle,
A beam having a surface and a mounting structure adapted to be mounted to a vehicle frame;
An energy absorber formed of a structural engineering polymer material that engages the surface, the energy absorber having a honeycomb structure for absorbing energy at the time of a vehicle collision, and on the energy absorber An energy absorber further comprising an attachment mounting structure for attaching and supporting the accessory;
Bumper beam for vehicles equipped with.   40. A bumper system according to claim 39, wherein the accessory mounting structure comprises an integrally molded structure adapted to accommodate and hold electrical accessories.   41. The bumper system of claim 40, comprising an electrical connector attached to the integrally molded structure.   42. The bumper beam of claim 41, comprising a bracket attached to and supported by the beam to form a step.   The energy absorber has an end portion extending outside an end portion of the beam, the end portion having a flat upper surface, and the end portion is located outside the end portion of the beam. 40. The bumper system of claim 39, wherein the bumper system is configured to form a step. A bumper system,
A metal tubular beam having a central portion with front and rear and upper and lower walls;
An energy absorber provided with a rail having a rear surface, the rear surface having a rearward C-shaped recess for receiving the tubular beam so as to be fitted therein, and the energy absorber before the tubular beam is crushed. An energy absorber configured to collapse and absorb collision energy;
A mount that engages the rear of the metal tubular beam;
Bumper beam with. A bumper system,
A metal tubular beam having a central portion with front and rear and upper and lower walls;
An energy absorber provided with a rail having a rear surface, the rear surface having a rearward C-shaped recess for receiving the tubular beam so as to be fitted therein, and the energy absorber before the tubular beam is crushed. An energy absorber configured to collapse and absorb collision energy;
A mount that engages the rear of the metal tubular beam;
Bumper beam with.   The rear surface of the rail has a pair of flanges surrounding the rear surface of the metal tubular beam received in the rail, so that the rail is in the front and back of the central portion of the metal tubular beam and The bumper system according to claim 45, which covers upper and lower walls.   46. The bumper system of claim 45, wherein the energy absorber has a foam material portion that covers at least three sides of the rear-facing C-shaped recess.   46. The bumper system of claim 45, wherein the rearwardly facing C-shaped recess defines a horizontal rail on the energy absorber.   46. The bumper system according to claim 45, wherein the energy absorber has a structure adapted to support a headlight device and further has a through hole for allowing light from the headlight device to pass through. .   The energy absorber has a corner portion that forms at least one honeycomb structure for absorbing collision energy during a vehicle crash, the corner portion extending around and behind the end of the beam. 46. The bumper system according to claim 45, wherein the bumper system is present.   The corner portion has a portion in a position proximate to the mount, the corner portion flexing during a corner collision oriented along a line inclined with respect to the longitudinal direction of the mount and the side portion of the mount And is configured to engage and squeeze during a frontal collision that is parallel to a longitudinal direction of the mount. 50. The bumper system according to 50.   Each corner portion of the energy absorber has a flat upper wall and a reinforcing wall that supports the upper wall, and is adapted to structurally support a facia on the upper wall to cover the corner portion. 52. The bumper system of claim 51, wherein A bumper system,
A metal tubular beam;
A polymeric energy absorber having a rear surface provided with a recess for removably receiving the tubular beam, the polymer energy configured to collapse and absorb collision energy before the tubular beam is collapsed An absorber,
A mount that engages the rear of the metal tubular beam;
And the energy absorber has an enlarged corner portion that extends outside the mount and outside the outer end of the beam, so that the vehicle outside the beam and the mount Give the corner a collision structure,
The corner portion forms at least one honeycomb structure for absorbing collision energy during a vehicle crash, the corner portion further providing a top surface configured to support a force applied thereto. system.   54. The bumper system of claim 53, wherein the corner portion has a front wall with an opening, a rear wall with an opening, and a reinforcing wall extending between the front and rear walls.   55. The bumper system of claim 54, wherein the front wall and the rear wall are substantially vertical and the reinforcing wall is substantially horizontal.   56. The bumper system of claim 55, wherein the upper surface is located on the uppermost one of the reinforcing walls. A bumper system,
A metal tubular beam;
An energy absorber having a rear surface provided with a recess for removably receiving the tubular beam, the energy absorber being configured to collapse and absorb collision energy before the tubular beam is collapsed;
A mount that engages the rear of the metal tubular beam;
And the energy absorber has an enlarged corner portion that extends outside the mount and outside the outer end of the beam, so that the vehicle outside the beam and the mount Give the corner a collision structure,
The corner portion has a portion in a position proximate to the mount, and the corner portion bends during a corner collision with an object oriented along a line inclined with respect to a longitudinal direction of the mount. Is configured to engage and slide on the sides of the object, thereby causing the object to move laterally laterally from the corner portion in a corner collision and parallel to the longitudinal direction of the energy absorber. Bumper system that jumps in the direction. A bumper system,
A metal beam having a central portion;
An energy absorber provided with a rail having the beam therein, the energy absorber configured to collapse and absorb collision energy before the beam collapses;
A mount that engages the rear of the metal beam;
The energy absorber has an upper portion connected to the top of the rail and a lower portion connected to the bottom of the rail;
The upper portion includes an upper first segment extending upward from the rail and inclined upward, and an upper second segment extending forward from the first segment;
The lower portion has a lower first segment extending downward from the rail and inclined downward, and a lower second segment extending forward from the first segment,
During a frontal collision of the upper second segment extending forward, the upper first segment inclined upwardly bends backward over the upper surface of the rail, and
During the frontal collision of the lower second segment extending forward, the lower first segment inclined downward covers the lower surface of the rail and bends backward.   59. The bumper system of claim 58, wherein the metal beam is tubular and has front and back and top and bottom walls, and the rail has a rear surface with a recess that removably receives the tubular beam.   59. The bumper system of claim 58, wherein the energy absorber has a rail that surrounds the tubular beam.   61. The bumper system of claim 60, wherein the rail is U-shaped. 62. The bumper system according to claim 61, wherein an opening is provided through the front wall of the rail.

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